By the



W. V.'TURNER, DECD. THE wssnneuo usg AIR BRAKE co.. ASSIGNEE.

REGENERA'HVE BRAKE DEVICE.

APPLICATION FILED was a, 1920.

Bsissu ed Nov. 15, 1921.

THE WE5TINGHOU$E AIR BRAKEcc. ASSIGNEEOFMLTERV. TURNER (Dido) mvzn'roa aY w/ftdf ATTORNEY UNITED STATES PATENT OFFICE.

WALTER V. TURNER, DECEASED, LATE F WILKINSBURG, PENNSYLVANIA, BY THE WESTINGHOUSE AIR BRAKE 00., OF WILMERDING, PENNSYLVANIA, A GORPORA 'IION OF PENNSYLVANIA, ASSIGNEE.

EEGENERATIVE BRAKE DEVICE.

Specification of Reissued Letters Patent. Ris ued-N 1921 Original No. 1,283,979, dated November 5, 1918, Serial-No. 177,975, filed June 30, 1917. Application for reissue filed June 8, 1920.

T 0 all whom it may concern.-

Be it known that VVALTER V. TURNER, late a citizen of the United States, residing at VVilkinsburg, in the county of Allegheny and State of Pennsylvania, now doceased, had invented new and useful Improvements in Regenerative Brake Devices, of which the following is a specification.

This invention relates more particularly to a brake equipment in which a regenerative brake is employed at one time and a fluid pressure brake at another time.

Where the brakes are applied by fluid under pressure, it is undesirable that the regenerative brake be set into, action, since this is liable to produce an excessive brak ing power due to thecombined braking action of the regenerative brake and'the fluid I pressure brake. ,7 The principal object of the invention is to provide means operated upon applying the brakes by. fluid under pressure for cutting the regenerative brake out of action.

In the accompanying drawing, the single figure is a diagrammatic view, partly in section, of a fluid pressure brake equipment and a regenerative brake, with the invention applied thereto. As shown in the drawing, the fluid pressure brake equipment may comprise a triple valve device 1 for supplying and releasing fluid under pressure through pipe 2 to and from brake cylinderv 3, a brake piped connected to the triple valve device 1,"the usual auxiliary reservoir 5,'and a brake valve device 19 of the well known construction for effecting a gradual reduction in brake pipe pressure for operating the triple valve device to eifect a service application of the brakes and for effecting a more rapid reduction in brake pipe pressure to operate the triple valve device for effecting an emergency application of the brakes.

According to the present invention, a switch device controls a circuit of an electric or regenerative braking system which is energized when the regenerative brake is actin such a circuit being represented in the rawing by the reference numeral 8, while the regenerative brake system represented by a conventional symbolic device 7.

An actual regenerative brake system is not Serial No. 387,469.

shown, since such a system is quite complicated and since the showing in the drawing of a switch device forcontrolling a circuit of a regenerative brake system which is energized when the regenerative brake is acting is all that is necessary to a. full and complete understandingof the present invention. Reference is made to thevarious patents of the prior. art disclosing regenerative braking systems such as Patent No. 1,245,398 of N. 7. Storer, dated. November 6, .1917, and Patent No. 1,245,523 of N. W.

'Storer, dated November 6,1917.

circuit through the con- A spring 15. acts on. piston 12 and tends Z5 to hold the. switch closed and pistonchaniber 13 is connected to brake cylinder pipe 2. Piston 12 is provided with a seating ring 16 adapted to engagea. seat v1 7, so as to nor:

mallycxpose only arestricted area of the piston to brake cylinder pressure.

In operation, when the fluid pressure brakes are applied,-.fluid under. pressure-is supplied by the triple valve device 1 through pipe 2 tov the brake cylinder 3 and also flows 8.5

to-the seated area of piston12, thereby causing the piston to littfrorn its seat, and the full area of said piston being then exposed to brake cylinder pressure, the prompt and sudden movement of the piston to open the switch is effected.

It will now be evident that when the fluid pressure brakes are applied, the regenerative braking circuit 8 is opened, so that the regenerative brake cannot be brought into action, but so long as the fluid pressure brakes remain released, the regenerative brake circuit is held closed, permitting the regenerative brake to act in the usual manner.

In order to permit the escape of fluid which may possibly leak past the seat 17 when the piston 12 is in its seated. position and thus cause the operation of the piston, a port 18 may be provided through the piston 12.

Having now described the invention,

brak

what is claimed as new, and is desired to be secured by Letters Patent, is t- 1. The combination with a regenerative brake system, and a fluid pressure brake apparatus having a brake pipe, or means responsive to variations in brake pipe pressure for controlling the regenerative brake.

2. The combination with a regenerative brake system, and .a fluid pressure brake apparatus having a brake pipe, of meansresponsive to a reduction in' brake pipe pressure for rendering the regeneratlve brake inoperative.

3. The comblnatlon w1th a regenerative brake system, apparatus-' having a brake pipe and an engineer"s 'brake valve, or means responsive to the movement of the engineers valve to an. application. ppsition for rendering the regenerative brake inoperative.

' combination with a regenerative a brake pipe, and a valve device "operated" pen a reduction in brake pipe pres: sure i [fleeting an application of the brakes, of -means controlled by brake pipe pressure. for controlling the regenerative brake circuit. V

5. The combination with means for applying air brakes to a railway train unit and means for applying electric braking to the same unit, the two braking means being each normally separately operable, of an engineers valve for controlling the air brakes, and means responsive to the movement of the engineers valve to the emergencyposition for rendering the electric braking inoperative.

6. The combination with means for applying air brakes to a railway train unit and means for applying electric braking to the same unit, the two braking means being each normally separately operable, of aneuineers valve for controlling the air brakes, and pneumatically operated means responsive' to the movement of the enginee rs valve to the emer ency position for rendering the electric braking inoperative.

and a fluid pressure brake,

sponsive to the movement of said member for making the electric braking system inoperative.

8., The combination with means 'for applying air brakes to a railway train unit and means for applying electric braking to the same unit, the two braking means being each normally separately operable, of means resp0nsive.to an emergency application of the air brakes for rendering the electric braking inoperative.

9. The combination with means for applying air brakes to a railway train 'unit and means for applying electric braking to the same unit, the two braking means being each normally separately operable, of means under the control of the train operator for making an emergency application of the air brakes and simultaneously rendering the electric braking inoperative.

10. The combination with a fluid pressure brake equipment and a regenerative brake apparatus, or means operated upon applying the brakes by fluid under pressure for cutting the regenerative brake apparatus out of action.

11. The combination with a fluid pressure brake and a regenerative brake having a local closed circuit, of means operated upon applying the fluid pressure brakes for opening the circuit of the regenerative brake.

12. The combination with a regenerative brake apparatus, of a switch controlling the regenerative brake circuit, a brake cylinder, and a piston operated by fluid supplied to the brake cylinder for controlling said switch.

THE.WESTINGHOUSE AIR BRAKE ('10.,

. Assignee. By HUBERT C. TENER,

Secretary. 

